Dynamo construction for motor-vehicles



J. BUUR.

DYNAMO CONSTRUCTION FOR MOTOR VEHICLES. APPLICATION HLEDDECJS, 1917.

1,39@,77 Pammsept. 6,1921.,

.ll-III Www-MM M-lrm `K UNITED STATES PATENT OFFICE.

JOSEPH BIJUR, 0F NEW YORK, N. Y., ASSIGN'R, BY MESNE ASSIGNMENTS, T0 BIJ'UR MOTOR APPLIANCE COMPANY, A CORPDRATION 0F DELAWARE.

DYNAIO CONSTRUCTION FOR MOTOR-VEHICLES.

Specication of Lettcrslatent.

Patented Sept. 6, 1921.

Application med December 2, 1917. serial No. 209,267.

To all whom t may concern.'

Be it known that I, JOSEPH BIJUR, a citizen of the United States, and a resident of the borough of Manhattan, in the city, county, and State of New York, have invented an Improvement in Dynamo Construction for Motor-Vehicles, of which the following is a specication. v

This invention relates to electrical apparatus and more particularly to a dynamoconstruction used on vehicles propelled by internal combustion engines.

One of the objects thereof is to provide apparatus of the above type of enhanced efliciency and reliability. Another object is to provide apparatus of the above type which shall be simple and light in construction, readily assembled or disassembled, and nevertheless dependable.'

Other objects will be in part obvious and in part. pointed out hereinafter.

The invention accordingly consists in the features of construction, combinations of elements and arrangement of parts which will be exemplified in the construction hereinafter set forth, and the scope of the application of which will be indicated in the following claims.

In the accompanying drawings in which is shown one or more of various possible embodiments of this invention, Figure 1 is a view of the invention in longitudinal section.

' F ig. 2 is a view similar to Fig. 1 of a modified form of the invention.

Fig. 3 is a face view of the emergency bearing of Fig. 1 on a somewhat larger ,scale and Fig. fi is a cross sectional view taken4 along line 1-2 of Fig. 3.

Fig. 5 is.a fragmentary view of anotherl modification. y

Similar reference characters referto simi-- lar parts throughout the different views of the drawings.

Referring now to there is shown a motor having a casing 1, an armature 2, held 1 coil 3, commutator 4 and brushes 5. The detailed construction of the dynamo parts need not be further elaborated as it does not constitute a part of this invention.

The shaft' has its\journal at one end todged in a bearing 7 withm the motor end Fig. 1 lof the drawings` head 8 and the other end of this shaft extends beyond the casing 1 by a considerable distance and has a second bearing 9 at its opposite end, said second bearing being formed within an elongated motor end head or end housing 10 preferably telescoped over casing 1 as shown at 11. Associated with the extension 12 of shaft 6, there is preferably an automatic engine drive, the detailed construction of which does not constltute a part of this invention, being the subject-matter of my copending application Serlal No. 145,839, filed Feb. 1, 1917. It may here be briey noted that the drive is constructed and operates broadly as follows:

A nut 13 on a threaded portion 14 of shaft 6 is adapted -to transmit torque through clutches 14 and 15 and barrel 16 to pinion 17, after reaching washers 20, for

the purpose of imparting a starting torque to flywheel 18 after the nut 13 has by virtue of the lnertia of the parts transmitted longltudlnal thrust to the pinion 17, through -spring 19 and against spring 30 to bring 1t into mesh with the flywheel. In the operatlon, upon starting the motor, the unit includingV the nut 13, the barrel 19 and pinon 17 moves away from the armature land is automatically urged into coperation with the flywheel 18 under all conditions of operation and after the engine has started this unit automatically moves toward the armature and returns to idle position. Though other forms of drive, either automatic or manual, may be used with good results it is to be understood that particularly beneficial effects are derived from theV use of the specific form of engine starting drive shown and described.

The shaft 6, as shown in the drawing, is formed preferably of greatest diameter near its center, which in the construction shown,

16, spring.

an internal annular shoulder 21 to which is attached preferabl by screws, the emeran outer flange 24 with tapped holes 29 for fastening screws, and a central hub 25, extending referably to one side. A series of preferab y equidistantly lspaced reinforcing :ribs 26 connect the hub and the fiat annular rtion. ITo secure lightness of construction, itis preferable to use a small number of ribs as shown. The preferred arrangement of these ribs relative to the assembledconstruction is described below. The entire emergency bearing construction may, if desired, be cast in a single piece. lt is noted in Fig. 1 that the at annular portion 23 is adjacent the amature 2 and the hub 25'4 and ribs 26 preferably extend toward the screw Between the hub 25 and the part of the shaft 6 which it surrounds, there is preferably a relatively small clearance 27 of'a magnitude in the nelghborhood of .005 of an inch. It is thus seen that while the shaft 6 maintains its proper shape, the emergency bearing does not contact with any part of 1t so that no special care need be taken to prevent generation of heat by friction between these parts. Y

It should be noted that the normal air gap between the inner surface of the field pole shoes and the diameter of the armature is very small. In ordinary manufacture of machines it is extremely likely that the armature and field are not strictly concentric with each other so that at some point the gap between the armature and the field is even smaller than the normal small gap intended. It is clear that in spite of the relative stiii'ening of the shaft, bending at the middle might occur largely as a result of the powerfulactions and reactions between plnion 17 and ywheel 18 and in some direction perpendicular tothe length of the shaft. If the emergency bearing were not provided to limit the maximum amount of deflection of the shaft it is obvious for the reason above described that a moderate dcfiection might be suiiicient to cause the armature to strike the field at one or more points. Such deflection of the shaft designated by the term whipping besides causing the armature to strike the field would act to produce the further deleterious results of wearing out the bearings unsymmetrically and destroying the proper alinement between the screw shift and the fiywheel and thus rendering1 it necessary either to frequently repair t e machine or to replace it.

On the other hand if an ordinary bearing were to be provided in place of the normally inactive emergency bearing, or if the usual end head were disposed between the armature and the drive to act as an mtermediate bearing for the shaft, not only would the problem of preventing lubricating material from entering the armature arise, but

since in the outboard type of drive, as is well known, no method has as yet been devised for dispensing with the outer bearing 9, the diiculty of forming three 'bearings in proper alinement, obviously much greater than that of alining two bearings, would be encountered.

The ribs 26 are disposed as shown in the drawings preferably at angles of 45 degrees to the plane passlng through the starter shaft and the center of the ywheel. lf the four ribs disclosed were arranged two in the plane of the paper and two at right angles to this plane, it is obvious that each of the principal thrusts upon the shaft 6 resultin'r from the reaction between the pinion 17 and the flywheel 18, would have to be borne at any time bysome one of the four ribs under compression; and the opposite one under tension, the remaining two ribs performing no function whatsoever. By arranging the ribs as shown each of these thrusts is resisted by the truss action of two ribs at am angle to the thrust under compression and the other two ribs in similar relation but under tension, all four ribs thus cooperating to resist the bending of the shaft.

Preferably integral with end head or housing 10, there is a iange 31 by means of which the motor assembly may be attached to the engine. Depending upon the construction of parts, this flange alone or in conjunction with auxiliary holding means may serve to maintain the motor in proper relation to the iywheel. The manner of securing the motor to an engine is not a part of this invention but is covered by patent to Woolson, 1,330,567 of February 10th, 1920, and need, therefore, neither be shown nor described here.

In the operation of the device the shaft 6 is out of contact -with hu'b 25. Only'after a slight deflection, in the neighborhood of .005 of an inch, has taken place owing to the joint effect of the Weight of the armature, the weight of the screw shift and the reactions upon the pinion 17 in a direction perpendicular to the length of the shaft, will the shaft be slightly deflected lto come into contact with the inner surface of hub 25, whereupon further bending with the attendant damage above oultined will be effectively prevented. l

In some cases owing to lack of space about the engine, the shorter construction of Fig. 2 is desirable. It is to be noted that in Fig. 2 the general construction of the motor and of the screw shift is identical with that of Fig. 1, lbut the emergency bearing instead of extending from a point adjacent the end of the armature in a direction away from the armature, as shown in Fig. 1, extends into the commonly. employed inturned part 32 of the armature, as shown at 33. By this arrangement it is clear that a reduction in overall length of the construction is brou ht about the portion of the length of the s aft 6 of Fig. 1 corresponding roughly with the length of the emergency bearing portion of this figure being dispensed with.

The emergency 'bearing in Fig. 2 is shown of different construction from that of Fig.

1, being made of a stamping'of4 metal 34 provided with elongated radially extending embossments 35 for stilifeningpurposes, this stamping having a central opening extending over hub33 and tightly secured thereto frictionally or otherwise, the hub having a flange 37 turned at right angles thereto for preventing the stamping and the hub from Working apart. The stamping 34 is preferably secured to the end housin 10 in a manner similar to the correspon ing securing means in Fig. 1. The hub 33 just like the hub portion-25 in Fig.11 is normally spaced by about .005 inch from the shaft at all points. If desired, it is of course, obvious that the hub 33 and the securing stamping 34 instead of being made of separate parts may be formed integrally.

In Fig. 5 I have shown another modifica.- tion whichA for many purposes is the preferred form of my invention. The casing 1 yof the motor shown in Fig. 5 instead of terminating near the extremity of the armature 2 extends a subst-antial'distance beyond this end, the gear housing 100 is secured to one open end of the casing 1 by bolts 4Q extending through housing iange 41. Extending at right angles to the axis of the construction, there is an integral iiange 42 on the gear housing 100, corresponding in function to flange 31 in Fig. 1. The emergency bearing it is seen is similar in general construction and disposition to that shown in Fig. 2, but instead of being fastened to an inturned iange as in Fig. 2, the annular portion 35 haspreferably an integral flange 36 extending at right langles thereto. The annular portion being made of spring metal this integral iange will frictionally hug the inner surface of the casing 1 thus firmly maintaininvq the emergency bearing in fixed position. I "o further strengthen the construction, if desired, prongs 43 may be struck out from the annular portion 35 in a direction opposite of the iiange 36', the. free ends of such prongs contacting the inner periphery of the casing 1.

In the construction shown in Fig. 5 it is seen there are no reduced or weakened portions on the casing which by any possibility would give way under the strain due to the weight or action of the motor. I, furthermore, dispense with separate securing members for.' the emergency bearing.

The rest of the construction in Fig. 5 need not be described as it is substantially identical with the construction shown in Fig. 2.

It will thus be seen that there is herein described apparatus in-which the several features of this invention are embodied, and which apparatus in its action attains the various objects of the invention and is well suited to meet therequirements of practical use.

As many changes could be .made in the above construction, and many apparently widely diiierent embodiments of this invention could be made without departing from the scope thereof, it is intended that all matter contained in the above description or shown in the accompanying drawings shall be interpreted as illustrative and not in a limiting sense.

Having described my invention, 4what I claim as new and desire to secure by Letters Patent is:

1. In a starting motor unit, in combination, a rotor having a shaft, a casing for said rotor carrying bearings for lodging the journals of said shaft, a driving member for an engine connected to be driven from said shaft, and mounted between said rotor and the journal nearest thereto on one side thereof, and a limiting member fixed between said rotor and said driving member, adjacent to but spaced from said shaft at all points, and adapted upon slight bending of said shaft to be contacted thereby for preventing excessive bending of saidy shaft. l

2. In apparatus of the class described, in combination, a motor including a casing, and heads having bearings for said motor, one of said heads being elongated, a driving connection for an engine disposed in said elongated head, and an emergency bearing between said heads, normally out of use.

3. In apparatus of the class described, in combination, a motor including a casing, heads for said motor, one of said heads beingelongated and having a driving connection for an engine disposed therein, bearings `for the shaft of said motor, one near the outer extremity of each head, and an auxiliary 4bearing for said shaft near the inner end of said elongated head, said auxiliary bearing normally clearing said shaft and acting to prevent excessive bendingthereof.

4. In apparatus of the class described, in combination, a starting motor, including an armature, a casing, a shaft-anda head, said shaft projecting beyond said casing at theend remote from the Ihead, an automatic engine starting drive, 1n threaded relation to the projecting end of said shaft, ahousing for said drive secured with respect to said casing, and having near its outer end a bearing for the extended end of said shaft, and an auxiliary bearing near the center of said shaft' normally clearing said shaft, and adapted to prevent excessive bending thereof.

5,. In apparatus of the class described, in combination, a motor, a shaft for said motor, asymmetrically disposed with respect thereto, bearings near the extreme ends of the shaft, engine driving means associated with the longer projection of said shaft, and an emergency bearing adjacent the inner end of the latter projection, said emergency bearing being normally out of contact with said shaft, and contacting upon slight bending of said shaft to prevent excessive bending thereof.

6. In apparatus of the class described, in combination, a motor, includin a casing, a shaft projecting beyond one en thereof and having a power-transmitting member mounted on the projecting end thereof, a bearing near each end ofl said shaft, and a metallic member surrounding said shaft at substantially its center, said member being slightly spaced from said shaft, and means to Draintain said member in rigid relation with rez spect to said casing.

7. In apparatus of the class described` in combination, a motor including an armature, a casing, and heads having bearings for the shaft of said motor, 'one of said heads being elongated, an automatic screw shift threaded on the part of the shaft within said elongated head, said elongated head having an internal shoulder adjacent the end of the casing, an emergency bearing member secured to said shoulder and encircling said shaft with slight clearance.

8. In apparatus of the class described, in combination, a motor, including a casing, a shaft projecting beyond one end thereof and having a power transmitting member mounted on the projecting end thereof, a.bearing near each end of said shaft and an emergency bearing member surrounding said shaft at substantially its center, said member being slightly spaced from said shaft and extending along a portion of said shaft included within the length of the armature of 9. In apparatus of the class described, in

combination, a motor comprising a shaft, an armature, said armature having windings inturned at one end thereof, the inturned portions being spaced from said shaft, said shaft extending beyond said armature, and having a bearing at each end, an emergency bearing at that part of the shaft corresponding to the inturned windings normally out of Contact with said shaft, and contacting therewith upon slight bending of the latter to prevent excessive bending thereof, means to secure said emergency bearing to a nonrotating part of said apparatus and power transmitting means mounted on said shaft adjacent said emergenc bearing.

10. In apparatus of the class described, in combination, a motor including an armature,

.a casing for the motor extending beyond one end of the armature, a gear housing secured to said casing, a shaft, bearings for said shaft and an emergency bearing siirrounding .said shaft near its center and slightly spaced therefrom, and means for securing said emergency bearing with said casing.

11. In apparatus of the class described, iii

BISV

combination, a starting motor unit including a casing of substantially uniform cross section throughout its length, a transmission housing secured at one end of said casing, a shaft having bearings near its ends,

and an intermediate emergency bearing disposed within said casing between said transmission housing andthe armatiire of the motor,` said emergency bearing being slightly spaced at all oints from said shaft and means for maintaining said bearing rigid l with respect to said casing.

In testimony whereof, I have signed my name to this specification this twenty-fourth day of December, 1917.

JOSEPH BIJR. 

